Internal combustion engine



Dec. 20, 1932. WOOLSON 1,891,321

INTERNAL COMBUSTION ENGINE Filed Oct. 23, 1929 3 Sheets-Sheet 1 gwumtoc LJUNEL M Namzsmz 1932- M. WCOLSON INTERNAL COMBUSTION ENGINE Filed Oct. 23, 1929 3 Sheets-Sheet 2 v gmnkw .Lzmvsz. M WuaLsaN.

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Dec. 20, 1932. M. WOOLSON INTERNAL COMBUSTION ENGINE Filed Oct. 23, 1929 3 Sheets-Sheet 3 LIONEL H WUULEJN Patented Dec. 20, 1932 UNITED STATES PATENT, OFFICE LIONEL M. WOOLSON,-OF DETROIT, MICHIGAN, LASSIGNO'R TO PACKARD MOTOR CAR COMIANY, OF DETROIT, MICHIGAN, A CORPORATION OF MICHIGAN INTERNAL ooMB s'rIoN ENGINE Application filed October 1929. Serial No. 401,650.

This invention relates to internal combuse tion engines, and more particularly to the method of and apparatus for charging internal combustion engines with explosive mixtures.

An object of the invention is to regulate the compression ratio of internal combustion engines through mechan sm actuated by lubricant from the engine lubricating system.

Another object of the invention is to provide a manually controlled fluid pressure actuated mechanism for regulating the compression ratio of an internal combustion engine.

A further object of the invention is to provide hydraulically actuated mechanism for regulating the compression ratio of a multi-cylinder internal combust on engine.

Another object of the invention is to provide a fluid actuated mechanism associated with the crankshaft of an internal combustion engine in a manner to regulate the compression ratio.

Still another object of the invention resides in the method of charging an internal combustion engine with variable a r charges which form a part of the fuel mixture.

These and other objects of the invention will appear from the following description taken in connection w th the drawings, which form a part of this specification, and in which: a

Fig. 1 is a rear elevation of a radial type of engine partly broken away to show the compression ratio regulating mechanism,

Fig. 2 is a medial sectional view of the same taken on line 2-2 of Fig. 1,

Fig. 3 is a sectional-view taken on line 33 of Fig. 2,

Fig. 4 is an enlarged sectional view of a portion of the mechanism shown in Fig. 3,

Fig. 5 is a sectional view taken on line 5-5 of Fig. 4,

Fig. 6 is a sectional view taken on line 66 of Fig. 4, I

. Fig. 7 is a sectional View taken on line 7 -7 of Fig. 4, withthe valve member moved to the right from the position shown,

Fig. 8 is a sectional view taken substantially on line 6-6 of Fig. 4, but with the valve member moved to the right from the position shown in Fig. 4. p

- Referring now to the drawings by characters of reference, 10 represents generally a power plant for an aeroplane. A crankcasell, of the barrel type, is provided with integral walls 12 and 13 and with removable walls 14 and 1a. The walls 12 and 13 define a lubricant reservoir compartment 16, the walls 13 and 14 define a compartment 17 into which the connecting rods extend, whilethe walls 14 and define a compartment 18 from which mechanism extends for actuating the cylinder valves and fuel injection mechanisms. A' plurality of cylinders 19 extend from and are arranged radially around the crankcase in alignment with the compartment 17, such cylinders being secured against the periphery of the crankcase by the endless compression bands 20. Such bands absorb all of the explosion loads from thecylinders and transmit the same around the crankcase so that a crankcase formed of thinwalls can be utilized.

' A crankshaft extends axially throu h the crankcase, and is formed preferably 0 three sections 21, 22, and 23. The section 21 of I the crankshaft is supported by bearings 24, and 25, and projects through the wall 12, the propeller 26 being secured upon the project ing end thereof. The section 21 of the crankshaft has formed as an integral part thereof the arm 27 and the crank pin 28. The crankshaft section 22 is formed with a shaft portion and a split arm portion which is arranged to be clamped upon the end of the crank pin by a b0lt29, such shaft section being supported by the bearing 30. The shaft section 23 telescopes within a bore formed in the shaft section 22, and is splined thereto as indicated at 31, such shaft section being pro vided with a gear 32 for driving actuating mechanism for the fuel injection devices and the cylinder valves.

The cylinders are each provided with an V integral head 33 and with an auxiliary head 34 which is secured upon the'integral head. A Venturi passage 35 extends through the two heads of each of the, cylinders, and is arranged so that it is tangential of the interior wall and at an angle to the axis of the associated cylinder. Each of such passages serves to admit air charges into the cylinder and carry off the exhaust. A master rod 36 is arranged to be carried by the crank pin 28 and is assembled thereon by endwise movement when the crankshaft section 22 is removed from the crank pin, such master rod being connected to the piston in the uppermost cylinder. A plurality of connecting rods 37 are pivoted to the master rod and arranged in a circular relation thereon, such connectin rods being also pivoted to pis Eons 38 w ich are reciprocated in the cyliners.

A fuel injection device 39 is associated with each of the cylinders and is arranged to inject a variable quantity of atomized liquid fuel into air charges compressed within the cylinders. It will be understood that both the timing and the quantity of liquid fuel can be varied. A valve 40, having a stem portion mounted to reciprocate in the auxiliary head 34, is arranged to close or open the inner end of the passages 35, and suitable mechanism is provided for opening such valves mechanically while the springs 41 are arranged to normally close the same.

The engine so far described is of the radial Diesel type adapted especially for use as the power plant of an aeroplane, and reference maybe had to mv co-pending application,

Serial No. 358,899: filed April 29, 1929, for

a better understanding of the details and operation of such an engine.

In order that the compression ratio of the engine can be regulated as desired, I associate mechanism therewith forming the subject matter of this invention which I will now describe. A bearing sleeve 42 is arranged in the hub of the master rod and is assembled endwise on the crankshaft pin. The sleeve is formed with an eccentric bore so that when the position of the sleeve relative to the crank pin is rotatably varied, the plane in which themaster rod operates will be likewise varied and thereby vary the piston stroke and the compression ratio.. The sleeve 42 is provided at one end with a flange 43 by means of which the position of the sleeve relative to the crank pin can be regulated.

The compression ratio regulating mechanism includes the eccentric sleeve and actuating mechanism therefor. A link 44 is pivoted at 45 to the sleeve flange and at 46 to the arm 47 at one end of the collar 48 which is splined to the shaft 49 extending through the bores in the shaft sections 22 and 23 and The housing 50 is closed by an end. wall 51 removably secured by the cap screws 50' and provided with a hub portion which forms 6.

bearing for the shaft 49 extending therethrough. Formed with the shaft 49 are a pair of vanes 52 which are actuated hydraulically and preferably by lubricant from the pressure lubricating system of the engine. Besides being splined upon the shaft 49, the collar 48 is secured by a nut 53, which is screwed upon the threaded end thereof. It will be seen that the compression ratio regulating mechanism extends in the same plane as the crankshaft and is intimately associated therewith.

A pump housing 54 is secured within the lubricant reservoir compartment 16 and is provided with a plurality of pump mechanisms by means ofone of which lubricant is returned by suction from the compartment 18 to the compartment 16 through the passage 55 formed in the crankcase. Another pump mechanism is arranged to first draw lubricant from the compartment 16 through the passage 56 into the pump housing and then through the conduit 57 into a hollow portion 58 of the crankshaft section 21. The pressure on the lubricant is-sufiicient to force it throughout the passages leading to the various elements of the engine requiring lubrication and the compression ratio mechanism. A passage 59 is drilled in the arm 27 and leads to a passage 60 in the crank pin, and a passage 61 leads from the crank pin through the passage 62 in the crankshaft section 22, and then through an aperture in the spacer 63 and an aperture 64 in the shaft 49 to the central bore 65 therein. Such bore ex tends axially of the shaft and is open at the outer end permitting the lubricant to flow therefrom. It will be understood that I have described only the duct system through which lubricant moves in a circuit between the compartment 16 and themechanism for regulating the compression ratio, and that there will be various other passages, not shown or described, arranged in circuit with the pump mechanism and other elements to be lubricated.=

. The rear wall 15 of the crankcase is provided with a central aperture into which the vane housing'extends, and a coverplate 66 forming a housing closes such aperture and is secured to the end cover 15 by cap screws 67. A sealing member 68 is associated between the shaft 49 and the shaft section 23 'while a similar member 69 is associated betion thereof and adapted to engage against the disk The cover member is also formed with an inwardly extending flange 74 and a coil spring 75 is arranged intermediate such flange and the flanged portion of the sleeve 72 so that it will normally press the bearing insert in a leak proof relation with .the disk 7 O.

- rod 7 9 by means of which the valve member can be manually shifted in an axial direction. A suitable releasable mechanism is associated with the lever 7 9 for securing it in desired position.

The sleeve 72, the valve 76, and the shaft 49 are provided with cooperating ducts for controlling the movement of lubricant under pressure into and from the casing 50, whereby it will serve to eifect the vanes 52 in a manner such as to control rotation of the shaft 49 and thereby the rotational position of the bearing sleeve 42 upon the crank pin. By manual adjustment of the valve member, the direction and degree of movement of the vanes and the shaft 49 can be controlled as .desired through the control of the flow of the "lubricant, and the vanes can be maintained in such adjusted positions by quickly moving the valve member to positionclosing the ducts leading to the vane chambers. The central bore 65 in the shaft 49 is open at its end and the surrounding valve member 76 is provided with a port 80 which admits lubricant flowing through the bore to pass into the surrounding chamber 7 0 formed by the cover.member 66 and defined by the disk member 70 and the sleeve 72 and element 73, and the end wall 81 which is removably secured to the cover 66 by cap screws 66. It will be noted that the end wall is provided with-a stop flange 82 to limit the outward movement of the valve element. ln addition to the axially extending bore 65, the shaft 49 is provided with ducts 83 and 84 arranged to open into a compartment 85 within the housing 50 in which one of the vanes 52 operates, and with ducts 86 and 87 arranged to open into the compartment 88 in the housing 50 in which The compartments 85 and 88 are formed by abutments 86' which extend inwardly from the casing wall 50 and the intermediate shaft 49. Movement of lubricant into the compartments through ducts 83 and 87 will move the vanes in one direction while movement of lubricant into the compartments through the ducts 84 and 86 will move the vanes in the opposite direction.

As before stated, lubricant under pressure flows freely into the sealed chamber 7 0 through the port 80, and lubricant under pressure will flow from the sealed chamber to the vane chambers as controlled by the position of the valve member. vThe sleeve 72 is provided with three spaced grooves 89, 90 and 91, extending around the inner surface thereof, and a port 92 extends through the sleeve and allows passage of lubricant from chamber 70 to the groove, 89 while an angular duct 93 extends through sleeve and allows passage of lubricant from the groove 90 to the space exterior of the chamber 7 0 which is in open communication with the compartment 18. A port 94 extends through the sleeve. and establishes communication betweenof the lubricant flow to and from the vanecompartments and 88. As shown in Figs. 4, 5, and 6, the valve member is arranged in position so that when the ports 98 register with the recess 89 allowing fiow from the chamber 7 0' through the passages 84 and 86 to the chambers 85 and 88, while the ports 99 register with the recess and allow flow from the chambers, on one side of the vanes, through the passages 83 and 87 and the port 93 to the compartment 18, the recess 91 being closed by the valve member. I When the valve member is shifted to the right so that the ports 99 register with the recess 91 and the port 94, as shown in Fig. 7, lubricant will flow from the chamber 7 0 through the passages 83 and 87 into the chamber's 85 and 88 while the ports 98 in the valve member will establish communication between the passages 84 and 86 and the passage 93 through registration with the recess 90 and the ports 101 in the valve member. eWhen the valve member is shifted to the position just described the ports 95 and 96 will in with the vanes in the desired relation, as the fluid will be trapped in the vane housing, and then securing the lever 79'.

In Figs. 1 to 6, inclusive, the mechanism is shown with the eccentric sleeve midway of its range of adjustment, and with the actuating mechanism in position to complete movement to extreme low compression ratio relation. It will be understood that a suitable relief is provided so that abnormal pressure will not be built up in either the lubricating system or in the sealedchamber 70. Prior to stopping the valve should be manipulated to trap some oil on each side of the vanes, so that the vanes will not move freely when the engine is next started prior to development of a lubricant pressure sufficient to actuate the vane mechanism. Y

Through manipulation of the valve, the, lubricating system is employed to actuate the compression regulating mechanism so that both the air charge quantity and the degree of compression thereof is controlled. -A high compression ratio will decrease the time required for starting as high temperature is developed more quickly than when the lower compression ratio, desirable for running conditions, is used. Thus besides allowing the engine to be adjusted for different compression ratio for variable operating conditions, the device can be utilized to assist in starting or bringing in of cylinders which have ceased firing while the engine is operating.

While a specific embodiment of the invention has been herein described, which is deemed to be new and advantageous and may be specifically claimed, it is not to be understood that the invention is limited to the exact details of the construction, as it will be apparent that changes may be made therein without departing from the spirit or scope of the invention.

What I claim is:

1. In an internal combustion engine having a pressure lubricating system, compression ratio regulating mechanism including an eccentric bearing sleeve, a rotatable vane con-- nected to actuate the sleeve, hydraulic means for controlling the position of the vane, and means for controlling the effective relation of the hydraulic means with the vane.-

2. In an internal combustion engine having apressure lubricating system, mechanism for regulating the compression-ratio including a shaft having a vane fixed thereto, a housing for the vane, means for connecting the housing with the lubricating system, and a valve controlling the flow of lubricant to the hous-' ing. 1

3. In an internal combustion engine having apressure lubricating system, mechanism for regulating the compression ratio, a shaft, a vane fixed to the shaft, a sealed chamber communicating with the lubricating system, and valve means controlling the flow of lubricant from the chamber to influence the position of the vane.

4. In an internal combustion engine having a pressure lubricatingsystem, mechanism regulating the compression ratio comprising a shaft, 9. vane fixed to the shaft, a sealed housing for the vane having fluid inlets and outlets, a chamber communicating with-the lubricating system, duct means in the shaft for allowing flow from the chamber to the housing on opposite sides of the vane and from opposite sides of the vane exteriorly of the chamber, and a valve controlling the direction and flow of lubricant through the shaft duct means.

5. In an internal combustion engine the combination with a pressure lubricating system, of compression ratio regulating mechanism comprising an eccentric master rod bearin g, a shaft connected with the bearing, a vane fixed to the shaft, a housing for the vane, duct means in the shaft communicating with the housing on opposite sides of thevane, and a valve controlling the duct means to establish communication with the lubricating system with the housing on either side of the vane and simultaneously allow discharge from the side of the housing on the opposite side of the vane.

6. In an internal combustion engine, the combination of a pressure lubricating system, adjustable compression ratio mechanism, and mechanism for shunting a portion of the lubricant in the system to regulate the position of the adjustable compression ratio mechanism.

7. In an internal combustion engine, a crankcase, a pressure lubricating circuit, a chamber in the crankcase forming a shunt of the lubricating circuit, spring actuated meansfor sealing the chamber, adjustable compression ratio mechanism controlled by lubricant in the chamber, and means controlling the passage of lubricant to and from the chamber as required to regulate the position of the compression ratio mechanism.

8y In an internal combustion engine having a pressure lubricating system, compression ratio regulating mechanism including an eccentric bearing sleeve, a shaft, a link connection between the shaft and the sleeve, a vane fixed to the shaft, connections between opposite sides of the vane and the lubricating system, and means controlling the lubricant pressure'against opposite sides of the vane.

9. In an internal combustion engine having a pressure lubricating system, compression ratio vanying mechanism including an eccentric bearing sleeve, a housing, a shaft extending through the housing, a connection between the shaft and sleeve, a vane fixed to the housing in the sleeve, said vane extending entirely across the housing, duct means in the shaft leading into the housing on opposite sides of the vane, and controlled valve means connecting the pressure system and the duct means.

10. In an internal combustion engine, a, pressure lubricating system, compression ratio varying mechanism including a vane, 

